Rail tie and fastening means



March 19, 1929.

L. H. HARRISON RAIL TIE AND FASTNING MEANS Filed Oct. 5, 1928 wily. Q Q *Ivlll H 11m/H.; u ./.-0 f I Z 7 m lr um m ml||| n w unhhvlmluv f r f 7 m/IW. r

Inventor Patented Mar. 19, 1929.

narran STATES LINTON iriiARnisoN, or ABiLnNn, TEXAS.

RAIL. TIE ANI) FASTENING MEANS.

Application filed October 3, 1928. 'Serial No. 309,972.

The present invention covers a structure which includes as one of Aits features an especially designed hollow metallic tie, and as another one of its features, efficient rail clamping and retaining means. h

The in'iproved structure is distinguished as a mechanical achievement in this already well developed art, and it is characterized by such desirable features as economy, durability and strength, practicability Vin construction, and such other features as insure firm anchorage of the rails, and dependable performance of the rail clamping and fastening means.

Briefly described, the rail tie is of metal of appropriate gage, being channel-shaped in cross section with the ends of the channel open, and. with a transversely disposed reinforcingand anchoring bar disposed at the center of the tie and fastened to the side walls of the tie. Struck up from the web portion of the tie at points spaced inwardly from the ends are tongues which are bent to forni abutment lips to take over the base flange of the rail. Removable clamping elements are cooperable with these lips, whereby to facilitate track laying and to insure maintenance of proper operating conditions.

In the drawings:

Figure 1 is a top plan view of an limproved rail tie and fastening means constructed in accordance with the present inven tion.

Figure 2 is a longitudinal section taken approximately'upon the plane of the line 2 2 of Fig. 1.

Figure 3 is a bottom plan View of Fig. 1.

Figure 4 is a .transverse section taken approximately upon the plane of the line 1i-4; of Fig. 1 looking in the direction of the arrows.

Referring no w to the drawings by numerals it will be observed that the tie is generally designated by the reference numeral 5. As before intimated, it is in the form of an open ended metal channel which in the present instance, is provided at itsr adapted to be placed upon the Yrail bed in an obvious manner and after the track is laid thereon, the engine is permitted to run over the track to force the tie into the bed.` This compresses the dirt and rocks between the sid-e fianges and anchors the tie firmly. It is important to note that the open end vliierrnits access to be had for taniping addicenter with a transversely disposed reini forcing bar 6 having laterally directed end portions 7 riveted or otherwise fastened toV the side walls of the tie. Incidentally, it is to be noted that one end of the bar is bent in one direction and the opposite'end .in an opposite direction so that the point-s of connection will not be directly opposite each other. It is understood that this tie is tional material into the end for firm anchorage. Moreover, vthe reinforcing member 6 also becomesv imbedded in the ground and guards against slippage in a direction longitudinal to the tie.

As before indicated, tongues 8 are struck up from the web portion lof the tie and they are bent inthe shape shown in Figure-2 toconform to and properly engage the-adjacent flange of the rail base. Incidentally the rail is designated at 9. Moreover, these tongues are disposed at predetermined distance from each other, and they act as gages so as to insure uniform spaced parallelism of .the track rails when laid. This avoids improper connection of the rails with the ties such as frequentlyhappens when they are spiked to the ties. Thus, the tongues have the function of gages and abutments as well as retaining elements. It isof course necessary to use separate clamps 1() in conjunction with the abutment lips, these clamps being fastened in place by bolts as is customary.

An important feature to note is the utilization of a wear plate 12 which is interposed between the base flange of the rail and the web portion of the tie. The ends of this wear plate are bent down as at 13 and eng ge the side iianges of the tie. The plate 12er;- tends across the opening which is formed by bending out the metal to provide the struck out tongues. Hence, it reinforces an otherwise Vweakened spot and constitutes a closure for this opening.

In the foregoing description and drawings it will be seen that I have evolved and produced' a combination rail tie and fastening means especially suitable for the purposes intended. It is highly advantageous from the standpoint of commercial success and comparative utility. It is thought .to be a strucn ture which has been previously unequalled in the art and one which will supercede the present dayantique wood tie and fastening spikes. In this respect it is practical and modern. y

v.It is thought however that by considering iio the description in connection with the dravi7- ings persons skilled in the art to which the invention relates will be able to obtain a clear understanding` of the saine. Therefore a more lengthy description is regarded -unnecessary.

Minor changes in shape, size, and rearranceinent of parts coming` Within the :lield oit invention claimed may be resorted to if desired.

I claim:

In a structure oi the class described, in combination, a rail tie comprising,` an openended hollow body oi channel-shaped cross section having gaging and abutment 'forniing tongues struck out from its Web portion, transversely disposed Wear plates extending across said Web portion and lia-ving downturned ends engaging the side flanges of said tie, said Wear plate extendingl over the opening` adjacent said struck out tongues, track rails extending across the end portions of the ties and resting upon said Wear plates, having one side in engagement with said gage and abutment tongue, and separable clamps bolted to the Web portion of the tie and engageable with the outer side of said rails. Y

In testimony whereof I aiiix my signature.

LIN TUN H. HARRISON. 

